JP6005025B2 - Screen output system, screen output method and program for air traffic control - Google Patents

Description

  The present invention relates to a screen output system, a screen output method, and a program. In particular, the present invention relates to display of 4DT (4-Dimensional Trajectory, 4-dimensional trajectory, 4-dimensional trajectory) in a control HMI (Human, Machine, Interface).

  Conventionally, some systems that support air traffic control have the ability to display the aircraft position of other routes as a mirror image on their own route for the purpose of improving situational awareness when multiple approach routes merge, and assist in securing the control interval at the merge. (For example, refer to Patent Document 1).

  Further, in the system that supports the navigation of the aircraft, the time difference T between the estimated arrival time and the target arrival time of the aircraft at the specified passing position is multiplied by the speed V to be converted into a distance L (= T × V), Some display is performed by adding a distance L to the own symbol representing the position of the own device (for example, see Patent Document 2).

US Patent Application Publication No. 2009/0287364 JP 2003-185463 A JP 2003-085700 A JP 2010-266916 A Japanese Patent Laid-Open No. 10-340400 JP 2001-273598 A

  In conventional systems, at the time an aircraft lands, no other aircraft (not just landing aircraft, including take-off aircraft or aircraft crossing a runway) or vehicles are scheduled to use the runway. It was not possible to easily check on the screen whether the runway was prohibited from entering. That is, when the landing aircraft is controlled, there is a problem that it is not possible to easily grasp the time range when the aircraft should not enter the runway.

  In the present invention, for example, when adjusting the moving speed, the moving direction, etc. of the moving body heading to the predetermined location L, it is possible to easily grasp the time range during which the moving body should not enter the predetermined location L. The purpose is to do.

A screen output system for air traffic control according to one aspect of the present invention includes:
Range information indicating a range of time at which the moving body is scheduled to be restricted to enter a predetermined location that is one of an airport runway, an airport spot, and a specific point on the route; and A storage device for storing route information indicating a route to move to a predetermined location;
A predicting unit that predicts the arrival time as the arrival time when the moving body moves on the route indicated by the route information stored in the storage device;
When it is assumed that the mobile body is at the first position at the current time, the arrival time predicted by the prediction unit matches the start time of the time range indicated by the range information stored in the storage device. The arrival time predicted by the prediction unit when it is assumed that the moving body is at the second position at the current time matches the end time of the time range indicated by the range information. A calculation unit for calculating a range of positions from a position of 1 to the second position;
A generating unit that generates a screen that displays a position where the mobile object is actually located on a route indicated by the route information stored in the storage device and a range of the position calculated by the calculating unit;
An output device that outputs the screen generated by the generation unit.

According to one aspect of the present invention, when adjusting the moving speed, moving direction, etc. of the moving object heading to the predetermined location L, it is easy to set a time range during which the moving object should not enter the predetermined location L. It becomes possible to grasp.

The figure which shows 4DT image (in the case of operation from the departure airport to the destination airport). The figure which shows the control operation image based on TBO. 1 is a block diagram illustrating a configuration of a screen output system according to Embodiment 1. FIG. 2 is a diagram illustrating an example of a hardware configuration of a screen output system according to Embodiment 1. FIG. 5 is a flowchart showing the operation of the screen output system according to the first embodiment. An example of 4DT display of each machine by the screen output system according to Embodiment 1 is shown (when it is delayed from the plan / prediction, when it is likely to arrive earlier than the plan / forecast, or when the plan / forecast is observed) Figure. The figure which shows the modification (Current course display by an aircraft shape) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows the modification (plan / predicted course display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (when the following arrival machine B obstructs the runway occupation of the preceding arrival machine A) by 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (when a basic route is a curve) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows the modification (when aircraft performance is reflected in a horizontal width) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (when aircraft A001 is behind plan / prediction) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example of 4DT display of each machine by the screen output system which concerns on Embodiment 1 (when aircraft B001 is delayed reflecting the intention by user operation). FIG. 4 is a diagram illustrating an example of 4DT display of each machine by the screen output system according to the first embodiment. The figure which shows an example of an actual condition. FIG. 4 is a diagram illustrating an example of 4DT display of each machine by the screen output system according to the first embodiment. The figure which shows the modification (4DT display of the related machine to a terminal control approach charge seat) of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows the modification (same object emphasis display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (data block assistance information display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows the modification (controller input display in a data block assistance information display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (vectoring path recommendation display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows the modification (vectoring path | route recommendation display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows the modification (vectoring path | route recommendation display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example of an actual condition. FIG. 4 is a diagram showing an example of 4DT display of each unit by the screen output system according to Embodiment 1 (4DT display before 4DT incorporation of aircraft VSL001). FIG. 6 is a diagram showing an example of 4DT display of each unit by the screen output system according to Embodiment 1 (4DT display after 4DT incorporation of aircraft VSL001). The figure which shows an example of an actual condition. The figure which shows an example (4DT display before a runway change) of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (4DT display after a runway change) of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (G / A (Go * Around) assistance display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. The figure which shows an example (runway closing time zone display) of 4DT display of each machine by the screen output system which concerns on Embodiment 1. FIG. 5 is a flowchart showing the operation of the screen output system according to the first embodiment. 5 is a flowchart showing the operation of the screen output system according to the first embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, 4DT in the control HMI to which the embodiment of the present invention can be applied will be described.

  FIG. 1 is a diagram showing a 4DT image (in the case of operation from a departure airport to a destination airport).

  As shown in FIG. 1, in future air traffic, 4DT, which represents a series of aircraft operations in four dimensions of space and time, will be the center of operation. The operation information of each aircraft is collected in 4DT and is constantly updated. Therefore, stakeholders involved in operations (controllers, operators, airport buildings, etc.) can plan strategically (long term) with reference to 4DT, compared to operations based on conventional tactical (short term) plans, Business efficiency can be improved. In addition, when a change occurs in the operation, 4DT is immediately updated, and the stakeholder can obtain the latest operation information, and can correct and change the plan at an early stage.

  For example, the controller at the destination airport of the departure aircraft (Aircraft A) can grasp the approach to the destination airport, the route and time of landing before the Aircraft A starts ground travel at the departure airport. In addition, even if a delay occurs, the arrival delay can be ascertained early, and the scheduled landing time of Aircraft A can be assigned to other scheduled arrival aircraft to strategically implement control operations that do not reduce the runway utilization efficiency of the airport. it can. In this manner, efficient operation of air traffic centering on 4DT is referred to as TBO (Trajectory-Based-Operation).

  Air traffic control is divided into offshore control, airway control, terminal control, and airfield control, and the respective control agencies work together to support safe and time-free operation of aircraft. Currently, coordination between control agencies and coordination with aircraft are carried out by voice communication and partial data communication based on FPL (Flight Plan).

  FIG. 2 is a diagram showing a control operation image based on TBO.

  As shown in FIG. 2, in the future TBO, it becomes possible for each control engine to refer to and update 4DT to perform unified operation management. In addition, it is assumed that a part of conventional voice communication will be replaced with data communication / data link based on 4DT, which is considered to be useful for reducing the workload of the controller and the operator. In addition, sudden changes in operation due to bad weather or sudden events can be grasped at an early stage, making it possible to change the plan earlier than in the past, and more efficient control operation.

  4DT is calculated by the control support system based on the aircraft position and FPL acquired by various sensors such as radar, WAM (Wide, Area, Multilatation), ADS-B (Automatic, Dependent, Surveillance, and Broadcast). It is updated by system inputs such as confirmation, change, and correction by decision-makers related to operations such as officials and operators. Further, 4DT update by system input of aircraft intention information acquired through communication / data link with an aircraft is also conceivable.

  That is, 4DT is a system calculation result that embodies the intentions of the operator and the controller, and is a planned value (based on FPL and control approval) or a predicted value (based on the planned value) of the future time. Therefore, the control work in TBO is to control the behavior of the aircraft at the current time with respect to 4DT (planned value or predicted value), update 4DT, and realize the balance and efficiency of the entire air traffic. .

  Next, a problem (requirement) when realizing 4DT display for the controller in TBO will be described.

  The latest aircraft calculates 4DT based on a plan related to the operation of its own aircraft by FMS (Flight, Management, System) or the like and displays it on the cockpit display. A method of displaying the route (connection of waypoints such as Waypoint / Fix) and passage information (time, altitude, etc.) of each waypoint on the control screen in the same format as this on 4DT of a single aircraft Method a) is conceivable. This method a is useful for grasping the traffic situation by turning ON / OFF the 4DT display of each aircraft on the control screen in a situation where the traffic volume is not large. However, at large airports and busy airspace, there is a concern that the controller's workload will increase, so it cannot be said to be an effective 4DT display. In addition, since it is necessary for the controller to control the operation of multiple aircraft, the distance from other aircraft must be able to be confirmed on the control screen. However, in this method a, only information on a single aircraft is displayed. Can not.

  At present, information obtained by integrating the information (identification information, position, speed, etc.) of each machine detected by the sensor or tracking the sensor detection information with the FPL or the like is mainly displayed on the control screen. Therefore, by applying the above method a, the route (link of waypoints such as Waypoint / Fix) and the passing information of each waypoint for 4DT of multiple aircraft on the control screen (for example, all aircraft in the controlled airport and airspace) A method of displaying (time, altitude, etc.) on the control screen (hereinafter, method b) is conceivable. However, in this method b, a large amount of information is displayed on the control screen, and the display information is superimposed, so that the visibility is poor.

  Terminal controllers and airfield controllers with tactical (short-term) traffic control are required to make immediate decisions. Therefore, the above methods a and b are not appropriate. Here, 4DT display to the terminal / airfield controller in TBO is useful for tactical control, and must be able to recognize the relationship between a plurality of aircrafts at a glance.

  In the conventional control support system, in the data block of each target (aircraft) on the control main screen (area where information on each aircraft is displayed), the transit time and plan / A method of displaying the difference from the predicted passage time (hereinafter, method c) is used. In this method c, it can be said that 4DT is simply displayed for each aircraft. However, this method c has difficulty in recognizing the relationship between aircrafts. For example, in a situation where two routes merge, if both aircraft A1 on route X and aircraft B1 on route Y are delayed from the planned / predicted time, it is the controller that determines which of A1 and B1 is merged first. It will be left to the judgment.

  Also, in the conventional method of displaying the ordering / spacing results (a list in which aircraft are arranged in the order of scheduled arrival time) on the control subscreen or the window on the main screen (hereinafter referred to as method d), the controller performs control. It is necessary to remove the line of sight from the main screen, and it is not possible to recognize the relationship between a plurality of aircraft at first glance.

  In the method described in Patent Document 1 (hereinafter, method e), as described above, the aircraft position of the other route is displayed as a mirror image on the own route for the purpose of improving the situation recognition when a plurality of approach routes are merged. Assistance in securing control intervals. However, since the mirror image of the current position is displayed, the plan / forecast information is not shown to the controller. Therefore, like the method c, the joining method is left to the controller decision. Furthermore, in the terminal airspace and the airspace near the airport, it is necessary to recognize the relationship between the position and speed of the arrival aircraft and the departure aircraft, and to control both the arrival aircraft and the departure aircraft. It has not been. In addition to the departure aircraft, it is necessary to control the arrival aircraft in consideration of the timing at which other aircraft and vehicles on the airport travel on the runway, the runway closure status, etc. Absent.

  In the method described in Patent Document 2 (hereinafter, method f), as described above, the time difference T between the estimated arrival time and the target arrival time at the designated passing position is multiplied by the speed V to obtain the distance L ( = T × V), and the distance L is added to the own symbol representing the position of the own device for display. However, in the method f, only display based on the target arrival time of the own aircraft is performed, and harmony of the entire traffic including other aircraft is not intended. Further, although the difference between the destination arrival time and the estimated arrival time is displayed, support information such as how the own vehicle should move is not displayed for the purpose of harmony of the entire traffic.

  Even if the above methods a to f are applied to the 4DT display to the terminal / airfield controller in TBO, a system that is sufficiently useful for tactical control cannot be realized. It is also impossible to realize a system that can recognize the relationship between aircraft. On the other hand, according to the embodiment of the present invention, as will be described later, it is possible to provide a system that is useful for tactical control and at first glance can recognize the relationship between a plurality of aircraft. It becomes.

  Hereinafter, embodiments of the present invention will be specifically described.

Embodiment 1 FIG.
FIG. 3 is a block diagram showing a configuration of screen output system 100 according to the present embodiment.

  In FIG. 3, the screen output system 100 includes an operation information processing unit 101, a tracking processing unit 102, an environment information processing unit 103, a spatial information storage unit 104, an operation rule information storage unit 105, a mobile body performance information storage unit 106, and 4DT calculation. Unit 107, 4DT storage unit 108, display processing unit 109, user input processing unit 110, and data link information processing unit 111.

  Although not shown, the screen output system 100 includes hardware such as a processing device, a storage device, an input device, and an output device. The hardware is used by each part of the screen output system 100. For example, the processing device is used to perform calculation, processing, reading, writing, and the like of data and information in each unit of the screen output system 100. The storage device is used to store the data and information. The input device is used for inputting the data and information, and the output device is used for outputting the data and information.

  The operation information processing unit 101 acquires an operation (or operation) plan of the moving body and update information thereof from an external system or the operator via an input device, and outputs the acquired information to the 4DT calculation unit 107.

  The tracking processing unit 102 receives an input such as a detection position from a sensor that detects the position of the moving body or a detection position from an external system via an input device, and the tracking information on the position of the moving body that has been subjected to the tracking process to the 4DT calculation unit 107. Output.

  The environmental information processing unit 103 acquires environmental information related to the operation of the moving object from a sensor or an external system via an input device, and outputs the acquired information to the 4DT calculation unit 107. When the present embodiment is applied to air traffic control, for example, weather information (wind vector, temperature, atmospheric pressure, rainfall, precipitation, weather, etc.) can be considered as environmental information. When this embodiment is applied to marine traffic control, for example, information such as tidal current and water temperature can be considered in addition to weather information.

  The spatial information storage unit 104 stores spatial information related to the operation of the moving object by a storage device. Spatial information is information about maps and planned routes.

  The operation rule information storage unit 105 stores a rule relating to the operation of the moving body as a constraint condition by the storage device.

  The moving body performance information storage unit 106 stores the individual information (size, mass, etc.) of the moving body and the performance information (speed, acceleration, etc.) related to the movement by the storage device.

  The 4DT calculation unit 107 stores the information output from the navigation information processing unit 101, the tracking processing unit 102, the environment information processing unit 103, the spatial information storage unit 104, the navigation rule information storage unit 105, and the moving body performance information storage unit 106. The input information is input, and range information 121 and route information 122 described later are generated from the input information and stored in the 4DT storage unit 108. Then, the 4DT calculation unit 107 reads the range information 121 and the route information 122 from the 4DT storage unit 108, and calculates the 4DT of the moving object by the processing device based on these information. Further, 4DT support information (alarm, recommended information, etc.) is generated by the processing device as necessary. The 4DT calculation unit 107 outputs the calculation result and the 4DT support information to the 4DT storage unit 108 and the display processing unit 109.

  The 4DT storage unit 108 stores the range information 121 and the route information 122 generated by the 4DT calculation unit 107 in advance in a storage device (for 4DT calculation and generation of 4DT support information). The 4DT storage unit 108 stores the calculation result of the 4DT calculation unit 107 and the 4DT support information output from the 4DT calculation unit 107 by a storage device.

  The display processing unit 109 receives the calculation result of the 4DT calculation unit 107 and outputs display information to an output device (display device).

  The user input processing unit 110 receives a user's system input via the input device and outputs it to the 4DT calculation unit 107. When the system input is information related to the data link, the user input processing unit 110 outputs the system input to the data link information processing unit 111.

  The data link information processing unit 111 receives the data link information from the moving body as an input and outputs it to the 4DT calculation unit 107 and the display processing unit 109. In addition, the data link information processing unit 111 transmits the contents of the system input by the user and the calculation result of the 4DT calculation unit 107 to the moving body. The data link information processing unit 111 also verifies the data link information.

  As illustrated in FIG. 3, the 4DT calculation unit 107 includes a prediction unit 131, a specification unit 132, a calculation unit 133, and a generation unit 134.

  As described above, the 4DT storage unit 108 (storage device) stores the range information 121 and the route information 122 in advance.

  The range information 121 is information indicating a time range in which at least one moving object is restricted from entering the predetermined location L. When the present embodiment is applied to air traffic control, an aircraft is considered as the moving body, and as the predetermined portion L, a runway or a spot of an airport, a specific point on the route, or the like can be considered. When this embodiment is applied to marine traffic control, a ship may be considered as a moving body, and a predetermined point L may be a port, a mooring facility (dock) at sea, a specific point on a route, or the like. . Note that this embodiment can also be applied to other than air traffic and maritime traffic control, and vehicles, flying objects, trains, and the like can be considered as moving objects in addition to aircraft and ships.

  The range information 121 includes, for example, information indicating a time range in which another mobile body is scheduled to use the predetermined location L as a time range in which the mobile body is expected to enter the predetermined location L. The range information 121 includes, for example, information indicating a time range in which another moving body is scheduled to cross the predetermined location L as a time range in which another moving body is scheduled to use the predetermined location L. When the moving body is an aircraft and the predetermined location L is a runway, the range information 121 is, for example, a range of time when another moving body is scheduled to use the predetermined location L, and other aircraft are taking off or landing. Therefore, information indicating a time range scheduled to occupy the runway and information indicating a time range scheduled for the vehicle to travel on the runway are included.

  Further, the range information 121 includes, for example, information indicating a time range in which the predetermined location L is scheduled to be closed as a time range in which the moving object is expected to be restricted from entering the predetermined location L.

  The route information 122 is information indicating a route along which the moving body moves to the predetermined location L.

  Based on the route information 122 stored in the 4DT storage unit 108, the prediction unit 131 arrives at a predetermined location L when the moving object moves on the route indicated by the route information 122 from the position at the current time (current position). The time is predicted by the processing device. That is, the prediction unit 131 predicts the arrival time of the moving body at the predetermined location L.

  Based on the range information 121 stored in the 4DT storage unit 108, the specifying unit 132 causes the prediction unit 131 to arrive at the predetermined location L when the moving object moves from the position where the moving object is actually located at the current time. The range of the time when the moving object is scheduled to be restricted from entering the predetermined location L is specified by the processing device with a predetermined time after the predicted time. That is, the specifying unit 132 performs the current time until a predetermined time after the arrival time predicted by the prediction unit 131 with respect to the actual current position of the mobile object (for example, until the end of the day or the predicted arrival time). N time after (n is a real number greater than or equal to 0)), a range of time at which entry of the moving body to the predetermined location L is scheduled to be restricted is specified.

  The calculation unit 133 includes a time range in which the prediction unit 131 is predicted to arrive at the predetermined location L when the moving object moves from a position assumed to be at the current time, and the time specified by the specification unit 132. The range of the position where the range (that is, the time range indicated by the range information 121) matches and the moving body is assumed to be at the current time is calculated by the processing device. In other words, the calculation unit 133 calculates the range of the arrival time predicted by the prediction unit 131 and the time range specified by the specification unit 132 in which range the current position of the moving object is.

  The generation unit 134 generates a screen that displays the range of the position calculated by the calculation unit 133 on the route indicated by the route information 122 stored in the 4DT storage unit 108, and passes the display processing unit 109 through the display processing unit 109. Output to the output device. Note that the generation unit 134 takes into account a prediction error by the prediction unit 131 and the like, on the screen to be generated, a range of positions calculated by the calculation unit 133 before and after a predetermined distance (absolute or relative) May be enlarged and displayed.

  As described above, in the present embodiment, the range of positions corresponding to the time range where the moving body is expected to be restricted from entering the predetermined location L on the path along which the moving body moves to the predetermined location L is set. The screen to be displayed is output. Therefore, according to the present embodiment, it is possible to easily grasp the time range when the moving body should not enter the predetermined location L. For this reason, adjustment of the moving speed, moving direction, etc. of the moving body can be performed appropriately (error is unlikely to occur) and efficiently.

  FIG. 4 is a diagram illustrating an example of a hardware configuration of the screen output system 100.

  In FIG. 4, a screen output system 100 is a computer, and includes an LCD 901 (Liquid / Crystal / Display), a keyboard 902 (K / B), a mouse 903, an FDD 904 (Flexible / Disk / Drive), and a CDD 905 (Compact / Disk / Drive). ) And a hardware device such as a printer 906. These hardware devices are connected by cables and signal lines. Instead of the LCD 901, a CRT (Cathode / Ray / Tube) or other display device may be used. Instead of the mouse 903, a touch panel, a touch pad, a trackball, a pen tablet, or other pointing devices may be used.

  The screen output system 100 includes a CPU 911 (Central Processing Unit) that executes a program. The CPU 911 is an example of a processing device. The CPU 911 includes a ROM 913 (Read / Only / Memory), a RAM 914 (Random / Access / Memory), a communication board 915, an LCD 901, a keyboard 902, a mouse 903, an FDD 904, a CDD 905, a printer 906, and an HDD 920 (Hard / Disk) via a bus 912. Connected with Drive) to control these hardware devices. Instead of the HDD 920, a flash memory, an optical disk device, a memory card reader / writer, or other recording medium may be used.

  The RAM 914 is an example of a volatile memory. The ROM 913, the FDD 904, the CDD 905, and the HDD 920 are examples of nonvolatile memories. These are examples of the storage device. The communication board 915, the keyboard 902, the mouse 903, the FDD 904, and the CDD 905 are examples of input devices. The communication board 915, the LCD 901, and the printer 906 are examples of output devices.

  The communication board 915 is connected to a LAN (Local / Area / Network) or the like. The communication board 915 is not limited to a LAN, but is an IP-VPN (Internet, Protocol, Private, Network), a wide area LAN, an ATM (Asynchronous / Transfer / Mode) network, a WAN (Wide / Area / Network), or the Internet. It does not matter if it is connected to. LAN, WAN, and the Internet are examples of networks.

  The HDD 920 stores an operating system 921 (OS), a window system 922, a program group 923, and a file group 924. The programs in the program group 923 are executed by the CPU 911, the operating system 921, and the window system 922. The program group 923 includes programs that execute the functions described as “˜units” in the description of the present embodiment. The program is read and executed by the CPU 911. The file group 924 includes data, information, and signal values described as “˜data”, “˜information”, “˜ID (identifier)”, “˜flag”, and “˜result” in the description of this embodiment. And variable values and parameters are included as items of “˜file”, “˜database”, and “˜table”. The “˜file”, “˜database”, and “˜table” are stored in a recording medium such as the RAM 914 or the HDD 920. Data, information, signal values, variable values, and parameters stored in a recording medium such as the RAM 914 and the HDD 920 are read out to the main memory and the cache memory by the CPU 911 via a read / write circuit, and extracted, searched, referenced, compared, and calculated. It is used for processing (operation) of the CPU 911 such as calculation, control, output, printing, and display. During the processing of the CPU 911 such as extraction, search, reference, comparison, calculation, calculation, control, output, printing, and display, data, information, signal values, variable values, and parameters are temporarily stored in the main memory, cache memory, and buffer memory. Remembered.

  The arrows in the block diagrams and flowcharts used in the description of this embodiment mainly indicate input / output of data and signals. Data and signals are recorded in memory such as RAM 914, FDD904 flexible disk (FD), CDD905 compact disk (CD), HDD920 magnetic disk, optical disk, DVD (Digital Versatile Disc), or other recording media Is done. Data and signals are transmitted by a bus 912, a signal line, a cable, or other transmission media.

  In the description of the present embodiment, what is described as “to part” may be “to circuit”, “to device”, “to device”, and “to step”, “to process”, “to”. ~ Procedure "," ~ process ". That is, what is described as “˜unit” may be realized by firmware stored in the ROM 913. Alternatively, what is described as “˜unit” may be realized only by software or only by hardware such as an element, a device, a board, and wiring. Alternatively, what is described as “to part” may be realized by a combination of software and hardware, or a combination of software, hardware and firmware. Firmware and software are stored as programs in a recording medium such as a flexible disk, a compact disk, a magnetic disk, an optical disk, and a DVD. The program is read by the CPU 911 and executed by the CPU 911. That is, the program causes the computer to function as “to part” described in the description of the present embodiment. Or a program makes a computer perform the procedure and method of "-part" described by description of this Embodiment.

  Below, the example which applies the screen output system 100 to the terminal control or airfield control shown in FIG. 1 is demonstrated. As described above, the application target of the screen output system 100 is not limited to air traffic control.

  FIG. 5 is a flowchart showing the operation of the screen output system 100 (screen output method according to the present embodiment, processing procedure of the program according to the present embodiment).

  In step S101 (start of processing), the 4DT calculation unit 107 performs a constant cycle trigger or navigation information processing unit 101, tracking processing unit 102, environment information processing unit 103, user input processing unit 110, and data link information processing unit 111. In response to the input from, processing related to 4DT (connection of arrival time and speed vector at a waypoint in the three-dimensional space) of each aircraft in flight (an example of a moving body) is started.

  At this time, the 4DT calculation unit 107 is scheduled to cross the runway (an example of the predetermined location L) based on the operation plan output by the operation information processing unit 101, the constraint conditions of the operation rule information storage unit 105, and the like. , A range of time when the aircraft is scheduled to occupy the runway for takeoff, a range of time when the vehicle is scheduled to run on the runway, a range of time when the runway is scheduled to be closed, and the like. Then, the 4DT calculation unit 107 stores the range information 121 indicating the specified time range in the 4DT storage unit 108. As a result, range information 121 indicating the range of time at which each aircraft is scheduled to be restricted from entering the runway is stored in the 4DT storage unit 108.

  In step S102 (generation of initial 4DT), the 4DT calculation unit 107 first generates a three-dimensional path for each aircraft in flight (toward the runway) by the processing device.

  Specifically, for each aircraft, the 4DT calculation unit 107 determines the plan of the spatial information storage unit 104 based on the aircraft operation plan output by the operation information processing unit 101 and the current position of the aircraft output by the tracking processing unit 102. Among the routes, a three-dimensional route taken by the aircraft (a route along which the aircraft moves to the runway) is obtained. Then, the 4DT calculation unit 107 stores the route information 122 indicating the obtained three-dimensional route in the 4DT storage unit 108 for each aircraft.

  Note that the 4DT calculation unit 107 uses the current position and predicted position of the aircraft output by the tracking processing unit 102 and the planned route of the spatial information storage unit 104 for the aircraft operation plan output by the operation information processing unit 101. You may check consistency. In this case, the 4DT calculation unit 107 further uses the flight performance information of the aircraft in the mobile body performance information storage unit 106 to check the consistency, and generates a three-dimensional route of the aircraft. If consistency is obtained, the planned route is directly the three-dimensional route of the aircraft, and if not consistent, the modified planned route is the three-dimensional route of the aircraft.

  Next, the 4DT calculation unit 107 calculates the waypoint arrival time for each aircraft in flight by the processing device.

  Specifically, the prediction unit 131 of the 4DT calculation unit 107 performs, for each aircraft, on the three-dimensional route indicated by the route information 122 of the 4DT storage unit 108 based on the current position and speed of the aircraft output from the tracking processing unit 102. The plan / predicted value of the time to reach each via point (a predetermined point on the three-dimensional route including the runway) is calculated. At that time, the prediction unit 131 uses the flight performance information of the aircraft in the mobile body performance information storage unit 106 and the environment information output from the environment information processing unit 103. For example, the prediction unit 131 uses the “altitude” vs. “airspeed” operation profile of the moving body performance information storage unit 106 when the flying aircraft rises or descends. Then, the prediction unit 131 converts the “air speed” to the ground speed using the wind speed vector information output from the environment information processing unit 103, and calculates the arrival time.

  At this time, the predicting unit 131 identifies the range of the time when the aircraft whose arrival time has been calculated will occupy the runway for landing based on the constraint conditions of the operation rule information storage unit 105, and the Information indicating the range is stored in the 4DT storage unit 108 as part of the range information 121.

  Next, the 4DT calculation unit 107 performs integration into 4DT for each aircraft in flight by the processing device.

  Specifically, the prediction unit 131 of the 4DT calculation unit 107 integrates the three-dimensional route of the aircraft and the arrival time of each waypoint for each aircraft to obtain 4DT that is the four-dimensional operation information of the aircraft. This 4DT is an initial 4DT in which the interference of each aircraft with other aircraft is not considered.

  In step S103 (adjustment between a plurality of 4DTs), the 4DT calculation unit 107 performs adjustment between the plurality of 4DTs by a processing device based on the rules of the operation rule information storage unit 105. For example, the 4DT calculation unit 107 orders arrival times of via points of a plurality of aircraft, and uses the arrival time interval restriction to arrange the arrival times. This determines the amount of adjustment for the arrival time of the initial 4DT of each aircraft.

  In step S104 (generation of 4DT), the 4DT calculation unit 107 applies the various adjustment amounts determined in step S103 to the initial 4DT of each aircraft, and generates 4DT adjusted between a plurality of 4DTs by the processing device.

  In step S105 (end of processing), the 4DT calculation unit 107 adds information indicating the relationship between a plurality of aircraft to the 4DT generated in step S104 and outputs the result.

  Specifically, the specifying unit 132 of the 4DT calculation unit 107 determines, based on the range information 121 stored in the 4DT storage unit 108 for each aircraft in flight, the current time and the position where the aircraft is actually at the current time. A range of time at which the aircraft is scheduled to enter the runway is specified between a predetermined time after the time when the prediction unit 131 predicts that the runway will be reached when the vehicle moves. For example, the specifying unit 132 may determine the range of time when another aircraft is scheduled to cross the runway during the same day (that is, until the day ends) after the current time, and the runway for another aircraft to take off or land. A range of time when the vehicle is scheduled to occupy, a range of time when the vehicle is scheduled to travel on the runway, and a range of time when the runway is scheduled to be closed are specified.

  Subsequently, the time when the calculation unit 133 of the 4DT calculation unit 107 predicts that each aircraft in flight will reach the runway when the aircraft moves from the position where the aircraft is assumed to be at the current time. And the range of the position on the assumption that the aircraft is at the current time, in which the range of time coincides with the time range specified by the specifying unit 132. For example, the calculation unit 133 may determine a range of time at which the aircraft is expected to reach the runway when the aircraft is in a range of positions at the current time, a range of time at which other aircraft is scheduled to cross the runway, The time range that other aircraft will occupy the runway for takeoff and landing, the time range that the vehicle will run on the runway, and the time range that the runway will be closed will match. calculate.

  Subsequently, the generation unit 134 of the 4DT calculation unit 107 displays the range of the position calculated by the calculation unit 133 on the route indicated by the route information 122 stored in the 4DT storage unit 108 for each aircraft in flight. A screen is generated and output to the display processing unit 109. For example, on the screen generated by the generation unit 134, as information indicating the relationship with other aircraft on the three-dimensional route of each aircraft in flight, the position of the aircraft at the current time is The time range expected to reach the runway matches the range of time that other aircraft will cross the runway and the time range that other aircraft will occupy the runway for takeoff and landing It is displayed whether to do it. On this screen, on the three-dimensional path of each aircraft in flight, the range of the time when the aircraft is expected to reach the runway when the aircraft is in the position range at the current time, the vehicle is the runway. The time range scheduled to travel and whether the runway is scheduled to be closed are displayed.

  Note that steps S103 and S104 may be omitted. That is, in step S105, the 4DT calculation unit 107 may add and output information indicating the relationship between a plurality of aircrafts to the initial 4DT generated in step S102.

  A specific example of the 4DT display of the screen output to the display processing unit 109 in step S105 is shown below.

  FIG. 6 is a diagram showing an example of 4DT display of each machine by the screen output system 100 (when it is delayed from the plan / forecast, when it is likely to arrive earlier than the plan / forecast, or when the plan / forecast is observed). It is.

In the example of FIG. 6, the following elements are displayed on the screen corresponding to the type of moving body (departure machine, arrival machine, towing machine, etc.). Each element can be set to display / non-display.
(1) Basic route: a basic route for 4DT calculation. A route defined by STAR (Standard, Terminal, Arrival, Route), SID (Standard, Instrument, Departure), TRANSITION, air route, or the like, or a route generated (corrected) by the 4DT calculation unit 107. Indicated by straight lines or curves.
(2) Current position: The aircraft position at the current time acquired or tracked by a sensor or the like. For example, it is set as the transponder or the center of gravity position of the aircraft, and is displayed on the following target mark in consideration of the transponder position and the center of gravity position for each aircraft type. It is represented by a circle or other shape mark.
(3) Target mark: A mark representing an aircraft. When used for displaying flight scenes, it is better to scale in consideration of the size of the aircraft. It is represented by a circle or other shape mark.
(4) Plan / predicted position: The position where the aircraft should be at the current time in the operation plan. It is represented by a straight or other shape mark.
(5) Plan / predicted route: A route from the current position to the planned / predicted position. Indicated by straight lines or curves.
(6) Difference from plan / prediction: This is a concavo-convex representation of whether an aircraft is earlier or slower than plan / prediction. The converted value of the required travel time (time difference) from the current position to the plan / predicted position is represented by the number. If the difference is less than a certain value, it may be hidden. In FIG. 6, in the example in which the aircraft is delayed from the plan / forecast, it can be seen that a delay of 2N seconds (N is an arbitrary unit time) occurs. In an example where the aircraft is likely to arrive earlier than planned / forecast, it can be seen that it is N seconds earlier. In the example where the aircraft complies with the plan / forecast, there is no difference and nothing is displayed.
(7) Restricted position: Expresses operational restrictions as a position. RLS (ReLeaSe) of departure aircraft, VIFNO (Void, IF, Not, Off, by), EDCT (Expected, Departure, Clearance, Time), scheduled runway occupancy end time of runway use aircraft, RTA (Required The constraint position is represented by using arbitrary parameters (information) such as (Time · of · Arrival) and the maximum delay possible time. Represented by a straight or other shape mark A plurality of constraint positions calculated using arbitrary information can be displayed, and only arbitrary constraint positions such as a position farthest or closer than the current position can be displayed by filtering. Furthermore, the strength of the constraint can be set for each parameter for setting the constraint position, and the display color and thickness display of the constraint position may be changed according to the strength of the constraint.
(8) 4DT width: the width from the current position to the restriction position. The range of time that the aircraft uses the runway (occupies in the case of departure and arrival aircraft) is represented as the position range.

  In the example of FIG. 6, the 4DT storage unit 108 stores, as route information 122, information indicating a route along which the aircraft moves to the runway and information indicating a schedule for the aircraft to move along the route.

  The generation unit 134 of the 4DT calculation unit 107 is planned on the route indicated by the route information 122 stored in the 4DT storage unit 108 according to the schedule indicated by the current position of the aircraft and the route information 122 stored in the 4DT storage unit 108. A screen that displays the difference from the position (plan / predicted position) is generated.

  FIG. 7 is a diagram showing a modified example of the 4DT display of each machine by the screen output system 100 (current course display by aircraft shape).

  Although the target mark in FIG. 6 has a circular shape, the target mark may have an aircraft shape as shown in FIG. In this case, the moving direction of the aircraft can be easily understood.

  FIG. 8 is a diagram illustrating a modified example (plan / predicted course display) of 4DT display of each machine by the screen output system 100.

  The plan / predicted position and the constrained position in FIG. 6 are linear, but as shown in FIG. 8, the plan / predicted position and the constrained position may be triangular according to the course of the aircraft. In this case, the moving direction of the aircraft can be easily understood.

  FIG. 9 is a diagram illustrating an example of 4DT display of each aircraft by the screen output system 100 (when the subsequent arrival aircraft B interferes with the runway occupation of the preceding arrival aircraft A).

In the example of FIG. 9, the following elements are displayed on the screen corresponding to the type of the moving object. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(1) Runway: The runway where the aircraft will land.
(6) Restricted position of arrival aircraft A: In the example of FIG. 9, the scheduled runway occupation end time of arrival aircraft A is represented as a position.
(7) 4DT width of arrival aircraft A: In the example of FIG. 9, the range of time when arrival aircraft A occupies the runway for landing is represented as the location range.
(12) Restricted position of arrival aircraft B: In the example of FIG. 9, the scheduled runway occupation end time of arrival aircraft B is represented as a position.
(13) 4DT width of arrival aircraft B: In the example of FIG. 9, the range of time when arrival aircraft B occupies the runway for landing is represented as the location range.
(14) Constraint violation area: An area where a constraint violation has occurred. Since the runway occupation time zones must not overlap between the arrival aircraft, the example of FIG. 9 shows a violation relating to the runway occupation.

  In the example of FIG. 9, the plan / predicted position of the subsequent arrival machine B is calculated and displayed so as to be behind the restricted position of the arrival machine A. Therefore, the difference from the plan / prediction of the arrival aircraft B is displayed so as to delay the arrival of the arrival aircraft B. On the other hand, for arrival aircraft A, it is shown that there is no difference between the planned / predicted position and the current position.

  As described above, when it can be determined that “the plan / forecast and the current information (not only the position) match” (within the threshold), “one of the plan / prediction and the current information is displayed. You may make it do. The aim is to improve visibility by omitting display under specific conditions.

  As described above, when the scheduled runway occupation end time is expressed at the restricted position of the arrival aircraft, the succeeding aircraft must not exceed the restriction position of the preceding aircraft. In the example of FIG. 9, since the constraint violation has occurred, the target mark of the subsequent arrival aircraft B that has violated is highlighted. In addition, the constraint violation area is highlighted. Furthermore, the difference from the plan / prediction of the arrival aircraft B is highlighted as a display of the contents to be instructed to eliminate the violation. The highlighting may be performed by an arbitrary method. For example, it is conceivable to use a method of increasing the thickness of a line or a frame or changing the color.

  When the succeeding machine exceeds the restriction position of the preceding machine, the 4DT display of the succeeding machine is not overlapped with the 4DT display of the preceding machine, but the 4DT display of the succeeding machine is displayed next to the 4DT display of the preceding machine (perpendicular to the traveling direction). Direction).

  FIG. 10 is a diagram showing an example of 4DT display of each machine by the screen output system 100 (when the basic route is a curve).

In the example of FIG. 10, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(1) Basic route: In the example of FIG. 10, the basic route is configured by a straight line + curve + straight line.
(2) Via point: A point that connects basic routes.
(6) Plan / predicted route of aircraft A: When the basic route is a curved portion, 4DT is calculated on the assumption that the aircraft A moves along the curve, so the planned / predicted route is a curve. In addition, since the portion where the basic route is composed of straight lines and curves is also calculated in the same manner, the planned / predicted route is composed of straight lines and curves.

  FIG. 11 is a diagram illustrating a modified example of the 4DT display of each aircraft by the screen output system 100 (when aircraft performance is reflected in the horizontal width).

  As shown in FIG. 11, a frame is displayed in an area between the current position of each aircraft and the restricted position, and the width of this frame (the vertical width corresponds to the 4DT width) is a width corresponding to the operational performance of the aircraft. It may be displayed. For example, the horizontal width of the 4DT display of each aircraft can be set to a width corresponding to the RNP (Required / Navigation / Performance) value of the aircraft. The RNP value is an allowable value of positional deviation from the basic route (unit: miles), and is set individually for each aircraft.

  In the example of FIG. 11, the RNP values of the aircrafts A001 and C001 are almost the same, but the RNP value of the aircraft B001 is large (for example, a large RNP value is set for an aircraft with poor performance). The positional deviation of the aircrafts A001 and B001 from the basic route is within the allowable range, but the positional deviation of the aircraft C001 from the basic route is outside the allowable range. Therefore, the color of the 4DT display (region between the current position and the restriction position) of the aircraft C001 is changed. This alerts the aircraft C001 not to comply with the RNP value restrictions. In the example of FIG. 11, the target mark of the aircraft C001 is further highlighted. In addition, in the data block of the aircraft C001, a message “RNP · VIO” indicating that the aircraft C001 is not able to comply with the restrictions of the RNP value is displayed together with the identification information (for example, flight number) of the aircraft C001.

  In the example of FIG. 11, the length of the line representing the planned / predicted position and the constraint position of each machine is also set to a length corresponding to the RNP value.

  Here, the basic route is represented by a thin line, but may be represented by a line having a width corresponding to RNAV, for example. And, if the entire frame of an aircraft having a width corresponding to the RNP value is outside the line of the basic route having a width corresponding to RNAV, an alert that the aircraft is not able to comply with the restrictions of the RNP value May be performed.

  FIG. 12 is a diagram illustrating an example of the 4DT display of each aircraft by the screen output system 100 (when the aircraft A001 is behind the plan / prediction). FIG. 13 is a diagram showing an example of 4DT display of each aircraft by the screen output system 100 (when aircraft B001 is delayed reflecting the intention of the user operation).

In the example of FIGS. 12 and 13, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(3) Plan / predicted position of aircraft A001: In the example of FIGS. 12 and 13, it can be changed by system input by user operation.
(6) Aircraft A001 data block: An area for displaying information on the aircraft A001. In the examples of FIGS. 12 and 13, identification information (for example, flight number) of the aircraft A001 is displayed.
(8) Plan / predicted position of aircraft A001: In the example of FIGS. 12 and 13, it can be changed by system input by user operation.
(11) Aircraft A001 data block: An area for displaying information on the aircraft B001. In the examples of FIGS. 12 and 13, identification information (for example, flight number) of the aircraft B001 is displayed.

  The system input by the user operation described above is movement of an icon with the mouse 903 or system input from the keyboard 902 or the like.

  In the example of FIG. 12, when the controller moves the planned / predicted position (horizontal bar) of the aircraft A001 so as to approach the current position, the screen output system 100 confirms the user operation as in the example of FIG. Recalculate 4DT to comply with various constraints.

  FIG. 14 is a diagram illustrating an example of 4DT display of each machine by the screen output system 100.

In the example of FIG. 14, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(1) Basic route X: This is a basic route before joining.
(2) Basic route Y: This is a basic route before joining.
(3) Junction point P: A point where the basic routes X and Y meet.
(4) Basic route Z: Basic route after joining.
(5) Aircraft 4DT display on the basic route Y: 4DT display of the aircraft A001 on the basic route Y.
(6) Map of aircraft 4DT display on basic route Y: A map of 4DT display of aircraft A001 on basic route Y is displayed on basic route X. The mapping is displayed so that the difference from the real image can be seen. It is conceivable to change the color and shape between the mapping and real images.
(7) Aircraft 4DT display of basic route X: 4DT display of aircraft A002 on basic route X.
(8) Map of aircraft 4DT display on basic route X: A map of 4DT display of aircraft A002 on basic route X is displayed on basic route Y. The mapping is displayed so that the difference from the real image can be seen. It is conceivable to change the color and shape between the mapping and real images.

  In the example of FIG. 14, by displaying the planned / predicted position in addition to the current position for the map displayed on the other path, the controller can easily estimate the future behavior of the aircraft on the other path.

  FIG. 15 is a diagram illustrating an example of an actual situation. FIG. 16 is a diagram illustrating an example of 4DT display of each machine by the screen output system 100.

  In the example of FIG. 15, the crossing aircraft TWG001, TWG002, the departure aircraft DEP001, and the arrival aircraft ARV001, ARV002 are scheduled to use the runway R.

In the example of FIG. 16, the following elements are displayed on the screen corresponding to the situation of FIG. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(6) Departure machine 4DT display on runway R: 4DT display of departure machine DEP001 scheduled to take off from runway R. The departure aircraft will be displayed so that the difference from the arrival aircraft can be seen. It is possible to change the color and shape of the departure aircraft and arrival aircraft.
(7) Crossing machine 4DT display of runway R: 4DT display of crossing machines TWG001 and TWG002 scheduled to cross runway R. It is possible to change the color and shape of the crossing machine and the arrival machine.
(8) Map of crossing machine 4DT display on runway R: A map of 4DT display of crossing machines TWG001 and TWG002 scheduled to cross runway R is displayed on basic route Z. The mapping is displayed so that the difference from the real image can be seen. It is conceivable to change the color and shape between the mapping and real images. The constrained positions of the crossing machines TWG001 and TWG002 represent the runway occupation scheduled end time as a position.
(11) Map of starter 4DT display on runway R: A map of 4DT display of starter DEP001 scheduled to take off runway R is displayed on basic routes X and Y. The mapping is displayed so that the difference from the real image can be seen. It is conceivable to change the color and shape between the mapping and real images. The restriction position of the departure aircraft DEP001 represents the scheduled runway occupation end time as a position.

  In the example of FIG. 16, a map of a moving body using the runway R among airport moving bodies such as a departure machine and a crossing machine is also displayed in the airspace. The mobile body that uses the runway R includes vehicles that run on the runway R.

  In the example of FIG. 16, the 4DT storage unit 108 sets the range information 121 to the runway R within the time range in which the arrival aircraft ARV001 and ARV002 are scheduled to be restricted from entering the runway R. Information indicating the reason why entry is restricted is stored.

  For example, the range information 121 indicates the range of time when the crossing aircraft TWG001 is scheduled to cross the runway R as the range of time when the arrival aircraft ARV001 and ARV002 are scheduled to enter the runway R. Information indicating that the crossing machine TWG001 crosses the runway R is included as a reason that the entry to the runway R within the time range is restricted. Similarly, the range information 121 includes information indicating the range of time when the crossing machine TWG002 is scheduled to cross the runway R and indicating that the crossing machine TWG002 crosses the runway R. Similarly, the range information 121 includes information indicating a time range in which the departure aircraft DEP001 will occupy the runway R for takeoff, and information indicating that the departure aircraft DEP001 will take off.

  The 4DT storage unit 108 stores, as the route information 122, information indicating a route along which the arrival aircraft ARV001 and ARV002 move to the runway R.

  Based on the route information 122 stored in the 4DT storage unit 108, the prediction unit 131 of the 4DT calculation unit 107 enters the runway R when the arrival aircraft ARV001 and ARV002 move on the basic routes X, Y, and Z from the current position. Predict the time of landing. At this time, the prediction unit 131 sets a time range in which the arrival aircraft ARV002 occupies the runway R for landing as a range of time when the arrival aircraft ARV001 is scheduled to be restricted to enter the runway R (prediction unit). 131 shows the range from the landing time of the arrival aircraft ARV002 predicted by 131 to the scheduled runway occupation end time), and the arrival aircraft ARV002 will land as a reason that the entry to the runway R is restricted within the time range. Information indicating this is written in the 4DT storage unit 108 as part of the range information 121. In addition, the prediction unit 131 sets a time range in which the arrival aircraft ARV001 is scheduled to occupy the runway R for landing as a range of time when the arrival aircraft ARV002 is restricted from entering the runway R (prediction). As the reason that the entry to the runway R is restricted within the range of the time, as shown by the arrival part ARV001. Information indicating that this is to be performed is written in the 4DT storage unit 108 as part of the range information 121.

  Based on the range information 121 stored in the 4DT storage unit 108, the specifying unit 132 of the 4DT calculation unit 107 predicts that the current time and the arrival aircraft ARV001 and ARV002 will land on the runway R when moving from the current position. The arrival aircraft ARV001 and ARV002 are restricted from entering the runway R between a predetermined time after the time predicted by the unit 131 (that is, the landing time of the arrival aircraft ARV001 and ARV002 predicted by the prediction unit 131). Identify the time range and reason for the scheduled appointment.

  Here, the specifying unit 132 uses the runway R between the current time and a predetermined time after the landing time of the arrival aircraft ARV001 and ARV002 predicted by the prediction unit 131 (for example, after the current time and during the same day). For each other aircraft that performs, the time range and reason for the scheduled use of the runway R are identified.

  The calculation unit 133 of the 4DT calculation unit 107 may land on the runway R when the arrival aircraft ARV001 and ARV002 move from the position assumed to be at the current time for each time range specified by the specification unit 132. The range of the time predicted by the prediction unit 131 and the range of the time coincide with each other, calculate the range of the position on the assumption that the arrival aircraft ARV001 and ARV002 are at the current time, and specify the range of the calculated position The reason specified by the unit 132 is associated. That is, the calculation unit 133 determines the range of the landing time of the arrival aircrafts ARV001 and ARV002 predicted by the prediction unit 131 and the time indicated by the range information 121 if the arrival aircrafts ARV001 and ARV002 are in the range of the current time. Calculate whether the range will match. Then, the calculation unit 133 associates the reason that the range information 121 indicates with the time range with the position range calculated for the time range indicated by the range information 121.

  Here, since the routes on which the arrival aircraft ARV001 and ARV002 move to the runway R are different, the calculation unit 133 calculates the range of the position on the assumption that the arrival aircraft ARV001 and ARV002 are at the current time for each route.

  For example, the calculation unit 133 attempts to make the time when the arrival aircraft ARV001 is predicted to land on the runway R coincide with the time when the departure aircraft DEP001 starts to occupy the runway R for takeoff. At this time, on the basic route Y, the current position of the arrival aircraft ARV001 should be determined from the current flight speed of the arrival aircraft ARV001, environment information, etc. (reverse calculation). The obtained point is the current position of the map of the departure aircraft DEP001 on the basic route Y. In addition, the calculation unit 133 attempts to make the time when the arrival aircraft ARV001 is predicted to land on the runway R coincide with the time when the departure aircraft DEP001 intends to finish occupying the runway R for takeoff. At this time, on the basic route Y, the current position of the arrival aircraft ARV001 should be determined from the current flight speed of the arrival aircraft ARV001, environment information, etc. (reverse calculation). The obtained point becomes the restriction position of the mapping of the departure aircraft DEP001 on the basic route Y. Thereby, the position where the map of the departure machine DEP001 is displayed on the basic route Y can be obtained. Similarly, the position where the map of the arrival aircraft ARV002 is displayed on the basic route Y, and the position where the map of the crossing aircraft TWG001 and TWG002 is displayed on the basic route Z can also be obtained based on the arrival aircraft ARV001.

  In addition, the calculation unit 133 supposes that the time when the arrival aircraft ARV002 is predicted to land on the runway R coincides with the range of time when the departure aircraft DEP001 is scheduled to start occupying the runway R for takeoff. Then, on the basic route X, the current position of the arrival aircraft ARV002 should be determined from the current flight speed of the arrival aircraft ARV002, environment information, etc. (reverse calculation). The obtained point is the current position of the map of the departure aircraft DEP001 on the basic route X. In addition, the calculation unit 133 attempts to make the time when the arrival aircraft ARV002 is predicted to land on the runway R coincide with the time when the departure aircraft DEP001 intends to finish occupying the runway R for takeoff. At this time, on the basic route X, the current position of the arrival aircraft ARV002 should be determined from the current flight speed of the arrival aircraft ARV002, environmental information, and the like (reverse calculation). The obtained point becomes a restriction position of mapping of the departure aircraft DEP001 on the basic route X. Thereby, the position where the map of the departure machine DEP001 is displayed on the basic route X can be obtained. Similarly, the position at which the map of the arrival aircraft ARV001 is displayed on the basic route X can also be obtained using the arrival aircraft ARV002 as a reference. At this time, the position where the map of the crossing planes TWG001 and TWG002 is displayed on the basic route Z has already been obtained with reference to the arrival plane ARV001, and calculation is unnecessary.

  It should be noted that the position for displaying the maps of the crossing planes TWG001 and TWG002 on the basic route Z may be obtained based on the arrival aircraft ARV002 instead of the arrival aircraft ARV001, or may be obtained based on other flying aircraft. It is also possible to obtain a fictitious aircraft that does not actually exist (predetermined flight speed or the like) as a reference, or a plurality of aircraft (for example, both arrival aircraft ARV001 and ARV002) as a reference. Good. That is, the position where the map is displayed can be obtained based on any one or more aircraft. Here, when the position for displaying a map of an aircraft on a certain route is obtained with reference to a plurality of aircraft, the position for displaying the map may be different for each reference aircraft. May hide some or one position on the screen generated by the generation unit 134 by filtering (for example, when a position for displaying a mapping of a certain aircraft is obtained in a certain route, the route (Only the map closest to the current position of the reference aircraft is displayed above, and the other maps are not displayed).

  The generation unit 134 of the 4DT calculation unit 107 includes the current position of the arrival aircraft ARV001 and ARV002 and the range of positions calculated by the calculation unit 133 (4DT on the route indicated by the route information 122 stored in the 4DT storage unit 108. Width) and a screen for displaying the reason corresponding to the range of the position is generated and output to the output device via the display processing unit 109. At this time, the range of the position displayed on the screen is the range of the position calculated by the calculation unit 133 in consideration of an error of a sensor that detects the current position of the aircraft, an error of prediction by the prediction unit 131, and the like. The distance may be enlarged and displayed in advance by a predetermined distance (for example, an absolute distance shorter than 1 mile, or a constant rate distance to the calculated position range such as 5%).

  Here, the generation unit 134 displays the marks of the arrival aircraft ARV001 and ARV002 at the current position of the arrival aircraft ARV001 and ARV002, and displays a screen for displaying the marks of other aircraft for each range of positions calculated by the calculation unit 133. Generate. Since the routes that the arrival aircraft ARV001 and ARV002 travel to the runway R are different, the generation unit 134 displays each mark at the current position of each of the arrival aircrafts ARV001 and ARV002, and is calculated by the calculation unit 133 for each route. Generate a screen that displays the marks of other aircraft in the range of the selected position.

  For example, on the screen, a map of the departure aircraft DEP001 is displayed on the basic routes X and Y, and that the mapping is that of the departure aircraft, the shape of the target mark (here triangular shape), color, etc. It is expressed by Similarly, on the screen, a map of the arrival aircraft ARV001 is displayed on the basic route X, and that the mapping is that of the arrival aircraft, in terms of the shape of the target mark (here circular shape), color, etc. Expressed. Similarly, on the screen, a map of the crossing machines TWG001 and TWG002 is displayed on the basic route Z, and that the mapping is that of the crossing machine, the shape of the target mark (here, triangular) and the color Etc.

  When the current position of the arrival aircraft ARV001 and ARV002 overlaps with the mapping of another preceding aircraft (for example, departure aircraft DEP001), the arrival aircraft ARV001 is displayed on the screen as in the example of FIG. , A mark (highlighted) for calling attention is displayed at the current position of ARV002 and in the vicinity thereof (which may be either one).

  FIG. 17 is a diagram showing a modified example of 4DT display of each machine by the screen output system 100 (4DT display of related machines to the terminal control approach staff seat).

  As shown in FIG. 17, there is provided a function for performing filtering (display / non-display setting) of a display object in accordance with a control seat (airway / terminal airspace / airfield airspace / flight scene limited area is monitored). Also good. For example, the display of the aircraft that matches the conditions such as “priority of control instruction” and “time constraint on event” is turned ON / OFF.

  In the example of FIG. 17, the starter 4DT display on the runway R and the crossing machine 4DT display on the runway R in the example of FIG.

  FIG. 18 is a diagram illustrating a modified example (same target highlighting) of 4DT display of each machine by the screen output system 100.

  As shown in FIG. 18, a line connecting the same target aircraft may be displayed. Note that the same target aircraft may be highlighted by blink display or target icon enlargement for the controller operation.

  In the example of FIG. 18, when the controller places the pointer of the mouse 903 on any of the maps (and real images) displayed on the departure machine 4DT on the runway R in the example of FIG. When selected, the same target is highlighted. A similar operation and display may be performed on the arrival aircraft.

  Note that the same target highlighting may be collectively performed for all targets (departure aircraft, arrival aircraft, etc.).

  FIG. 19 is a diagram showing an example of 4DT display (data block support information display) of each machine by the screen output system 100.

In the example of FIG. 19, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(9) Data block support information display: Support information including difference between the current state and 4DT (planned value or predicted value) or recommended information for matching with 4DT is displayed on the data block. For example, in the data block of the aircraft A002, recommended information such as “accelerate 30 seconds from the current state before merging at the merging point P” and “increase the speed by 10 knots (kt)” is displayed.

  FIG. 20 is a diagram showing a modification of the 4DT display of each machine by the screen output system 100 (controller input display in data block support information display).

  As shown in FIG. 20, the controller may select whether to accept / deny or modify the recommended information for displaying the data block support information in the example of FIG. Note that if no controller operation is performed within a certain period of time after the recommended information is displayed, it may be determined that the recommended information has been denied (or accepted).

  In the example of FIG. 20, first, when the controller selects data block support information display by clicking the mouse 903 or the like, options of “OK”, “Deny”, and “Modify” are displayed. When the controller selects “OK” by clicking the mouse 903 or the like, it is determined that the recommended information is accepted. When the controller selects “Deny” by clicking the mouse 903 or the like, it is determined that the recommended information is denied. When the controller selects “Modify” by clicking the mouse 903 or the like, correction value candidates are displayed. When the controller selects a correction value by clicking the mouse 903 or the like (or when a correction value is input using the keyboard 902 or the like), the selected (or input) content is reflected in the data block support information display.

  The controller input operation may be connected to a data link between the ground and the aircraft. Further, control characteristics may be extracted in familiar training or the like and used for parameter setting.

  FIG. 21 is a diagram showing an example (vectoring path recommendation display) of each device by the screen output system 100. FIG.

  In the example of FIG. 21, the arrival of the aircraft A002 to the merge point P is delayed according to the rule that “the delay of the preceding aircraft A001 is large, so that the subsequent aircraft A002 is delayed”. As a method for delaying, the recommended information that “route extension by vectoring” is displayed according to the rule is displayed.

In the example of FIG. 21, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(9) Course change position recommendation display of aircraft A002: This indicates the position to be “routed by vectoring”.
(10) Vectoring route recommendation display of aircraft A002: This represents a route to be “routed by vectoring”.

  FIG. 22 is a diagram showing a modification (vectoring route recommendation display) of 4DT display of each machine by the screen output system 100.

  As shown in FIG. 22, a display indicating that vectoring is recommended may be added to the data block support information display. The course change position and the length / time of the vectoring path can be changed by parameter setting.

  The indication that the vectoring is recommended may be performed by automatic system determination based on the 4DT calculation of the screen output system 100, or the system input by the controller (the controller selects a specific aircraft and issues a vectoring instruction). To the screen output system 100).

  FIG. 23 is a diagram showing a modification (vectoring path recommendation display) of 4DT display of each machine by the screen output system 100.

  As shown in FIG. 23, vectoring may be recommended on a route for merging to the waypoint P2 on the assumption that the runway R2 is different from the originally assigned runway R1. This function may be used for simulation.

  In the example of FIG. 23, since the arrival aircraft ARV013 is close to the merging point P1, it is determined as a merging state and no mapping is displayed. As a result, it is possible to prevent the real image and the map from being misidentified so as to collide at the junction point P1. This can be realized, for example, by the above-described filtering function of the display target.

  FIG. 24 is a diagram illustrating an example of an actual situation. FIG. 25 is a diagram illustrating an example of 4DT display of each aircraft by the screen output system 100 (4DT display before 4DT incorporation of the aircraft VSL001). FIG. 26 is a diagram showing an example of 4DT display of each aircraft by the screen output system 100 (4DT display after 4DT incorporation of the aircraft VSL001).

  In the example of FIG. 24, aircraft VSL001, VSL002, such as training aircraft that do not have a detailed operation plan, and arrival aircraft ARV011, ARV012, ARV013 are scheduled to use the runway R.

  In the example of FIG. 25, when the aircrafts VSL001 and VSL002 are incorporated into the 4DT calculation, the screen output system 100 calculates 4DT of the aircrafts VSL001 and VSL002 and outputs a screen like the example of FIG.

In the example of FIG. 26, the following elements are displayed on the screen corresponding to the situation of FIG. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(5) 4DT display of aircraft VSL001: 4DT display of aircraft VSL001 scheduled to land on runway R.
(6) 4DT display of aircraft VSL002: 4DT display of aircraft VSL002 scheduled to land on runway R.
(7) 4DT predicted route of aircraft VSL001: This is a predicted route to the confluence point P of the aircraft VSL001.
(8) 4DT display map of aircraft VSL001: A map of aircraft VSL001 scheduled to land on runway R is displayed on basic route X. The mapping is displayed so that the difference from the real image can be seen. It is conceivable to change the color and shape between the mapping and real images.

  FIG. 27 is a diagram illustrating an example of an actual situation. FIG. 28 is a diagram showing an example of 4DT display (4DT display before a runway change) of each machine by the screen output system 100. FIG. 29 is a diagram showing an example of 4DT display of each unit (4DT display after runway change) by the screen output system 100.

  In the example of FIG. 27, the arrival aircrafts ARV011, ARV012, and ARV013 are scheduled to use the runway R.

  In the example of FIG. 28, when the approach direction to the runway R is changed due to a change in wind direction or the like, the screen output system 100 recalculates 4DT according to the new condition, and the screen as in the example of FIG. Is output.

  FIG. 30 is a diagram showing an example (G / A support display) of 4DT display of each machine by the screen output system 100.

In the example of FIG. 30, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(2) G / A support display to the arrival aircraft ARV001: The arrival aircraft ARV001 passes the runway R without landing by the system input of the controller or the system determination based on external information, This icon indicates that the aircraft has been targeted for landing again. In addition, it can be configured to accept a G / A instruction from the controller by a mouse operation (double click or the like) or a pen operation.
(3) Data block of arrival aircraft ARV001: A message “G / A” indicating that arrival aircraft ARV001 is a G / A target aircraft is displayed together with identification information (for example, flight number) of arrival aircraft ARV001. ing.
(6) G / A route: G / A route.

  In the example of FIG. 30, the screen output system 100 cancels 4DT on the assumption of landing for the G / A target aircraft, and recalculates 4DT on the assumption that the G / A enters the runway R again. .

  FIG. 31 is a diagram illustrating an example of 4DT display (runway closing time zone display) of each machine by the screen output system 100.

In the example of FIG. 31, the following elements are displayed on the screen. Each element can be set to display / non-display. The description of the same elements as those in the above example is omitted.
(6) Closed time zone of runway R: Closed time zone of runway R. It is displayed on both the basic routes X and Y connected to the runway R.

  In the example of FIG. 31, the range information 121 stored in the 4DT storage unit 108 closes the runway R as a range of times when the arrival aircraft ARV001 and ARV002 are scheduled to enter the runway R. Information indicating the range of the scheduled time is included.

  Hereinafter, specific examples of processing executed by the 4DT calculation unit 107 in each example described above will be described.

  FIG. 32 is a flowchart illustrating processing (algorithm of periodic processing performed for each shared resource) for calculating various types of position information of the aircraft, which is executed by the 4DT calculation unit 107 in the cycle calculation.

  As shown in FIG. 32, the 4DT calculation unit 107 periodically acquires the current position for each aircraft to be calculated, and calculates the plan / predicted position and the constraint position.

  FIG. 33 shows a case where the 4DT calculation unit 107 causes a pen operation, a mouse operation, a delay in a shared resource, or the like separately from the periodic processing, and there is a possibility that the preceding or succeeding aircraft may become a constraint violation. It is a flowchart which shows the process (event algorithm) to perform.

  As shown in FIG. 33, the 4DT calculation unit 107 corrects the plan / predicted position of the event-target aircraft each time an event occurs. If the corrected direction is the forward direction (opposite to the traveling direction), the restriction position of the aircraft is calculated, and it is confirmed whether the correction does not conflict with the following aircraft (whether a restriction violation occurs). If there is a conflict, the plan / predicted position of the aircraft subject to the event is recalculated, and the calculation starts again from the calculation of the restricted position of the aircraft. If the correction does not conflict with the subsequent aircraft, the process is terminated. As a result of recalculation, if it is determined that the process cannot be accepted, an exception process is performed as abnormal termination. On the other hand, if the corrected direction is not the forward direction (if it is the traveling direction), it is confirmed whether the correction does not compete with the preceding aircraft (whether a constraint violation does not occur). If there is a conflict, change the constrained position of the preceding aircraft and recalculate the planned / predicted position of the preceding aircraft accordingly. Thereafter, by recalculation, it is sequentially confirmed whether there is no competition with the preceding aircraft (whether a constraint violation does not occur). When it is confirmed that there is no competition for all the preceding aircraft, the process is terminated. As a result of recalculation, if it is determined that the process cannot be accepted, an exception process is performed as abnormal termination.

As described above, the screen output system 100 according to the present embodiment can perform the following display.
・ Display that can recognize the relationship between aircraft by information display of multiple aircraft ・ Display that can recognize 4DT (current information and plan / prediction information) ・ High visibility (not easy to see, do not remove the line of sight)

  The mobile objects that are the targets of the present embodiment are not limited to aircraft, but include helicopters, other flying objects, airport surface moving objects (such as vehicles), and other mobile objects.

  According to the present embodiment, both the current information and the plan / prediction information of each machine can be displayed as the 4DT display of each machine. Moreover, 4DT of a related machine (same merging point passing machine, same runway use machine) can be displayed as 4DT display of a related machine. In addition, as support information display, support information (route, altitude, course) for matching / approaching the state of each machine to the 4DT calculation result (plan / prediction information) adjusted for all target machines by 4DT calculation , Recommended information such as speed). Each of these displays can be performed on the control main screen. The support information may be displayed on a sub-screen different from the main screen or on a separate window on the main screen.

  In each of the above-described examples, the illustrated icon or the like is an example, and may be expressed by another shape or color.

  In the control main screen display of multiple aircraft, it is desirable to improve visibility by dividing the shape and color according to the properties of the moving body (aircraft / vehicle) (for example, arrival / departure / runway crossing / towing) .

  In order to recognize the difference between 4DT display and 4DT map display, it is desirable to improve the visibility by dividing the shape and color.

  It is desirable to devise a warning in the support display. For example, it is conceivable to devise measures such as blinking the corresponding display or using a color that easily attracts attention, such as red, depending on the time to implement the recommended control instruction and the importance of the support information.

  Although the controller accuracy can be expected to improve the calculation accuracy, it is desirable to limit the contents to be input to those that are important for improving the calculation accuracy to prevent an increase in the controller load.

  In addition to improving the calculation accuracy, it is desirable to directly connect the controller input to the data link (data communication) between the ground and the aircraft. It is desirable that the contents of the controller input be selected in connection with the data link.

  It is desirable to collect, store, and analyze the controller input effectively to set parameters according to the characteristics and intentions of the controller. This is expected to reduce the parameter setting work load related to system adjustment.

  In the 4DT calculation, as described above, the aircraft performance, the environment information such as the target space (airspace / ground / route / obstacle), the weather (wind vector, bad weather, turbulence), and the profile (route) related to the aircraft movement. It is possible to perform an accurate calculation by taking into consideration the response to the speed, altitude, etc.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made as necessary.

  DESCRIPTION OF SYMBOLS 100 Screen output system, 101 Operation information processing part, 102 Tracking processing part, 103 Environmental information processing part, 104 Spatial information storage part, 105 Operation rule information storage part, 106 Mobile body performance information storage part, 107 4DT calculation part, 108 4DT Storage unit, 109 Display processing unit, 110 User input processing unit, 111 Data link information processing unit, 121 Range information, 122 Route information, 131 Prediction unit, 132 Identification unit, 133 Calculation unit, 134 Generation unit, 901 LCD, 902 Keyboard , 903 mouse, 904 FDD, 905 CDD, 906 printer, 911 CPU, 912 bus, 913 ROM, 914 RAM, 915 communication board, 920 HDD, 921 operating system, 922 window system, 923 program group, 92 Group file.

Claims (13)

Range information indicating a range of time at which the moving body is scheduled to be restricted to enter a predetermined location that is one of an airport runway, an airport spot, and a specific point on the route; and A storage device for storing route information indicating a route to move to a predetermined location;
A predicting unit that predicts the arrival time as the arrival time when the moving body moves on the route indicated by the route information stored in the storage device;
When it is assumed that the mobile body is at the first position at the current time, the arrival time predicted by the prediction unit matches the start time of the time range indicated by the range information stored in the storage device. The arrival time predicted by the prediction unit when it is assumed that the moving body is at the second position at the current time matches the end time of the time range indicated by the range information. A calculation unit for calculating a range of positions from a position of 1 to the second position;
A generating unit that generates a screen that displays a position where the mobile object is actually located on a route indicated by the route information stored in the storage device and a range of the position calculated by the calculating unit;
A screen output system for air traffic control, comprising: an output device that outputs a screen generated by the generating unit.   When the position where the moving object is actually overlapped with the range of the position calculated by the calculation unit, the generation unit displays a screen that displays the position where the moving object is actually shifted as the screen. The screen output system for air traffic control according to claim 1 to be generated.   The said control part produces | generates the screen which expands and displays the range of the position calculated by the said calculation part by the predetermined distance back and forth as the said screen for the air traffic control of Claim 1 or 2 Screen output system. The range information is defined as a time range in which the mobile body is scheduled to be restricted from entering the predetermined location, and other mobile bodies use the predetermined location to restrict the mobile body from operating. Including information indicating the range of times scheduled to be received,
The calculation unit, as a range of positions from the first position to the second position, because the cause is the same, the first position is the same, and the constraints are different, so the second position. The screen output system for air traffic control according to any one of claims 1 to 3, wherein ranges of a plurality of positions different from each other are calculated.   The screen output system for air traffic control according to claim 4, wherein the generation unit generates a screen that displays a range of the plurality of positions as the screen.   The screen output system for air traffic control according to claim 5, wherein the generation unit changes display of the range of the plurality of positions according to the difference in the restriction. 5. The aviation according to claim 4, wherein the generation unit generates a screen that displays a range of a position farthest from the current position of the mobile body among the range of the plurality of positions as the screen. Screen output system for control. 5. The aviation according to claim 4, wherein the generation unit generates a screen that displays a range of a position closest to the current position of the mobile body among the range of the plurality of positions as the screen. Screen output system for control. The range information includes information indicating a time range in which another mobile body is scheduled to use the predetermined location as a time range in which the mobile body is scheduled to enter the predetermined location,
In the case where there are a plurality of moving bodies that have different paths moving to the predetermined location as the moving body, the calculation unit, for each path, from the first position of the moving body that moves the path to the second position Calculate the range of positions up to
The generation unit is a screen that displays, as the screen, a position where a moving body that moves along the route is actually present and a range of positions calculated by the calculation unit, for each route. Is displayed on one route, and the range of the position calculated by the calculation unit is displayed on another route with the one moving body as the other moving body, The air traffic control according to any one of claims 1 to 3, wherein a screen displaying a line connecting a position displayed on one route and a range of positions displayed on the other route is generated. Screen output system. The moving body is an aircraft;
The generation unit displays, as the screen, a route indicated by route information stored in the storage device with a line, and displays a position where the aircraft is actually in a frame having a width corresponding to the operation performance of the aircraft. The screen output system for air traffic control according to any one of claims 1 to 9, wherein a screen to be generated is generated.   The said production | generation part produces | generates the screen which displays the path | route which the path | route information memorize | stored in the said memory | storage device shows as a said screen with the line | wire with the width | variety according to RNAV. Screen output system for air traffic control. Range information indicating a range of time at which the moving body is scheduled to be restricted to enter a predetermined location that is one of an airport runway, an airport spot, and a specific point on the route; and A computer including a storage device that stores route information indicating a route that moves to a predetermined location and an output device that outputs a screen has moved on a route indicated by the route information stored in the storage device. Predicting the arrival time as the arrival time in the case,
The arrival time predicted when the computer assumes that the mobile object is in the first position at the current time matches the start time of the time range indicated by the range information stored in the storage device. From the first position, the arrival time predicted when the moving body is assumed to be in the second position at the current time matches the end time of the time range indicated by the range information. Calculating a range of positions up to the second position;
For air traffic control, the computer generates a screen that displays the actual position of the moving object and the calculated range of the position on the route indicated by the route information stored in the storage device as the screen. Screen output method. Range information indicating a range of time at which the moving body is scheduled to be restricted to enter a predetermined location that is one of an airport runway, an airport spot, and a specific point on the route; and In a computer comprising a storage device that stores route information indicating a route to travel to a predetermined location, and an output device that outputs a screen,
A process of predicting the arrival time as the arrival time when the moving body moves on the route indicated by the route information stored in the storage device;
The arrival time predicted when it is assumed that the mobile body is at the first position at the current time matches the start time of the time range indicated by the range information stored in the storage device, and the mobile body From the first position so that the predicted arrival time and the end time of the time range indicated by the range information match when the current time is assumed to be at the second position. Processing to calculate the range of positions up to the position;
As the screen, an air traffic control that executes a process of generating a screen that displays the actual position of the moving object and the calculated range of the position on the route indicated by the route information stored in the storage device. Program for.

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